Car Review: 2006 Lexus IS 350

2006 Lexus IS 350

Handout, Lexus

by
David Booth, Canwest News Service | August 10, 2011

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This is a first. And despite numerous executives PR-ing us to death with visions of new corporate philosophies, it’ll probably be the last. But — and we should really cue a drum roll — it still comes as a shock that Lexus has the fastest car in a luxury car segment. And that the segment that Lexus has chosen to dominate, even if temporarily, has a BMW in it.

The car in question is the all-new, 2006 IS 350 entry-level luxury sedan, whose direct competition includes Audi’s new A4 3.2, BMW’s completely revised 330i and Mercedes’ C320, not to mention Acura’s TL.

The reason for the Lexus’s superiority is simple — its 3.5-litre DOHC V6 pumps out a class-leading (and BMW M3-threatening) 306 horsepower, not to mention 277 pound-feet of torque. And even if those ponies are transferred to the rear wheels via a torque-absorbing automatic, its horsepower advantage is sufficient to propel the IS 350 to a class-leading 5.3-second zero-to-96-kilometres-an-hour time.

That the new 3.5L produces such tire-shredding power is hardly a surprise, considering its technical sophistication. One of the most advanced engines in the near-luxe segment, not only does it feature the de rigeuer double overhead camshafts and variable valve timing, but it also boasts a direct electronic fuel injection system that Lexus dubs D4-S. Lacklustre acronym or not, D4-S is pretty fancy stuff, pumping fuel directly into the combustion chamber under high pressure, which produces more power, says Lexus.

What separates the Toyota system from a similar system used on recent Audis (the new 2.0T and 3.1L V6 engines) is that the IS 250 and 350 V6s’ direct injection is accompanied by a second, traditional system that injects fuel into the intake manifold. By varying which system predominates, Lexus claims those extra ponies — thanks to the direct injection system — are accompanied by improved fuel economy and reduced emissions at cruising speeds (via the port injectors).

For those who didn’t understand a word in the preceding couple of paragraphs, hear this: The IS 350 just plain scoots. Off the line, passing, heading down an unpoliced country road at warp speed — the compact Lexus never fails to impress. It is definitely more powerful as the revs climb, but the low-end torque is still significant and it’s definitely the meatiest engine in the segment.

As impressive is the complete lack of vibration as the engine reaches for the 6,400-rpm power peak. A 60-degree V6, the Lexus engine is much smoother than Audi’s new 3.1L V6, which stretches 90 degrees between the bank of cylinders. In fact, Lexus’s V6 is as smooth as a BMW in-line six, usually the benchmark in the segment. (It’s worth noting that Lexus offers a 2.5L version of the same engine in the IS 250. Much cheaper — it starts at $36,300 rather than the 350’s $48,900 — it pumps out only 204 hp, about 15 shy of what it will need to be truly competitive. It also vibrates just a touch more than the larger engine.)

Some traditional Lexus bugaboos remain, most noticeably that there’s no manual gearbox offered for the IS 350. Lexus Canada would definitely like to have a six-speed available, but Toyota is unwilling to homologate such a beast because of the low sales volumes projected. Nonetheless, though there would likely be less than a 10% take-up on the manual, it would go a long way in establishing the IS’s bona fides as a true sports sedan. The IS 350’s automatic does feature steering wheel-mounted paddle shifters, but it’s just not the same thing.

It gets props in the handling department, however. Unlike so many Japanese luxury sedans, the IS’s steering is ideally weighted. Even hooning through the slippery autocross circuit Lexus set up, the IS behaved as a proper sports sedan should — at least if you were in the IS 350 or 250 equipped with the optional sport package. So fitted, both cars wear meatier Dunlop sport radials (P225/40R18s in front and 255/40R18s in the rear) rather than the cushier 16-inchers standard on the 250 and the 17-inch items on the 350. Where the standard rubber could be a little vague about their intentions around corners, the upgraded models are laser precise. Roll is muted and there’s plenty of feedback through the steering wheel.

The one downside is that Toyota’s corporate philosophy mandates that the IS’s traction control cannot be switched off. It’s worth noting, however, that the 350 gets VDIM, a more advanced version of the traction nanny, and it allows a greater amount of slip. All in all, though, these new Lexi, at least when equipped with the optional sport packages, exhibit almost BMW-like control with a slightly better ride.

Interior-wise, Lexus notes the 30 extra millimetres it added to the IS’s rear legroom. It could use another 30. While it’s at it, it could make the rear door opening a little wider to better facilitate entry and exit. Still carping, I might as well say that I miss the old IS’s Swiss chronograph-inspired instrument cluster. A minor irritant, to be sure, but it set the Lexus interior apart from others.

Otherwise, all is good inside the new IS. The base model gets cloth seats, but the leather option doesn’t cost much ($3,600 gets some fine cowhide, a sunroof and power-adjustable seats). The base stereo has a whopping 13 speakers and 194 watts motivating them. Lexus also offers a Mark Levinson audiophile system that adds another speaker, 10-channel surround-sound and 106 more bass-pounding watts. Prepare to be captivated.

The other technical highlight worthy of note is the dual-bubble front air bags, a first for a passenger car, says Lexus. To be blunt, when inflated they look like a fat person’s buttocks. But the theory behind their design works. The two bubbles concentrate their energy on the shoulders while the, ahem, crack in the middle prevents injury to the face.

Other than a paucity of rear-seat room, there’s precious little to carp about. I think the 350 is by far the more desirable of the two. But be forewarned, it may be in short supply. Lexus Canada is convinced that 75% of the ISs it will sell will be 250s (the lion’s share of those being the $37,900 IS 250 with all-wheel drive), so there may be a waiting list for the IS 350.